Improvement in hulls of vessels



\ portion of thehull; I, I

I I Figure `2 beinga transverse vertical section of the DAVID nnnnvnnor NEW ORLEANS, LOUISIANA.

Laarspaanz No. 105,437, aan .my Io, 1870.

-M IMPROVEMENT 1N HULLs or vnssELs.

The Schedule referred to in these Letters Patent and making part of the :ame

Be it known that LDVID Dn HAVEN, of New O rleans, in the parish of Orleans and State of Louislana, have invented an Improvement in the Construction of ,the `Hulls of River Steamers and other Ves-V sels; `audl' do hereby declare that the following is a full and exact descriptionA `of the same, reference being y ,I had to the accompanying drawingmaking part of thisA i "specification-i i I Figure'lbeing a longitudinal vertical section of a hun; 1

I Figure, a view enlarged of the stirrup-fastening.

`Like letters of reference designate corresponding parts in all the figures. y

The vobjectofmy improvement is to strengthen the hulls of light-draught vessels, Steamers, so as to en-` able them to carry heavy'low-pressure machinery, if it is desired, and'heaviercargoes, without the oonse- I quent danger of' lateral and `longitudinal sagging, sov .commonly seen in light-draught steamers as at presi ent constructed., I

I also claim that there isl advantage in point of speed in vessels with stiff` and rigid hulls over those constructed in the ordinary way,as the resistance is` Iless, and more powerful machinery may be `applied without injury tothe hull. Y y

Another important feat-ure of my invention is the facilities the system of lateral and longitudinal trussing affords for dividing the, hull into` water-tight compartments, by means of whicha much greater degree of safety for` both cargoand passengers is obtained, a's steam `or vacuum-pumps maybe placed in each compartment to expel any wateil that may iind an en- `Another importantI feature of my invention is a `molde of securing the side timbers to the door-timbers ofthe vessel, to form a stirrup-fastening for the fut- 4 took. This will be explained` further on. I

The arrangement for preventing sagging longitudi- I nally consists of alatticetruss, `with vertical straining` rods, of iron. This truss, A A, extends the entire i length of the hull, from'stem to stern-post, amidship,

and rests on the kelson B. y y

Combined with the truss A A` is a series of vertical hull. I I

i The arrangement of the elampestrakes to produce the greatest strength with the least possible weight of rinaterlal will be more fully understood from the draw- I lng than from awritten explanation; but it will be seen thateach light arch strake heels at the iutersec- I tion of one of thel athwart-ship sections D, and passes thence upward and under` the upper chord of the next section, E, .and heels .at the third.

The reversed arch strakes heel at the crowns of the right arch es, and pass under the next adjoining ath warti ship' section. I

There are four sets of these clamp-strakes in each series-two right and two reversed sets of arches- .and three series of stiakes, viz., one on the kelson,

of the hull.` These are precisely like theone shown in the drawing.

The above described system of trussing secures longitudinal rigidity; but to preventthe sagging ofthe knuckles m m, or breaking down of the extreme wing kelsons, the hull' is laterally braced by a series of athwart-shp sections, (see iig. 2,) of lattice truss. This is sufcient iu itself to give ample 'strength to the hull, without combining with it a system of right and reversed arch clampstrakes, such as is used in trnssing longitudinally, which, however, may be used.

The number pf athwart-ship sections willv be governed by the length of the hull, but from four to six will generally be required. l

The compartments formedV by the longitudinal 'and lateral systems of trusses may be rendered water-tight and calking in the usual manner,

Access to one `collnpartment from another may be had by making a section of the truss to swing, inthe manner of some bridges. y

"To give the flat floor or bottom of the hull a a strength proportionate to the other parts, and to prevent its being penetrated by snags, the spaces between the` floor timbers s s, which are usually of oak, are filled by timbers of yellow pine, c c, thus making a solid bottom to receive the planking, as shown in the forward portion of iig. l. i

Fig. 3 showsthe manner of forming the futtocks. The ordinary manner of securing the side timbers or ribs of avessel 'to those of the bottom is simply to abut the ends of the timbers together, and then spike on the knee. Y

My improvement consists in jogging together, as shown in dotted lines, the curved ends of the side timber G, and bottom or oor timber H; then securing them firmly together by means of stirrupszi, pro vided with double washers and nuts'.V

lhe advantage of this mode of fastening consists in its strength, and the facilities it affords overthe ordinary wey of tnkingnp :my looseness that may at 2. The arrangement of the timbers G H, jogged any time exist, cruised by rough usage of the vessel. together, and the knee I, secured thereto by the stir- Hswing thus described my invention, rop-clamps irland keys, :is and for the purpose herein What claim, and desire to secure by Letters Patset forth.

ent, is A Witness my hand, this 23d day of December, 1869. l. rlhe trusses A A, provided with the right and y DAVID DE HAVEN. reversed clamp-strakes C C, bolted thereto, snbstztn-v tiaiily :is described, the said trusses extending through Witnesses: the sides of the vessel, and longitudinally and trnns- HENRY CONNE'DT, Jr., versely through partitions between water-tight coxn- 0. V. FLORA.

partrnents thereof, as herein specified. 

